731 replies to this topic

[DOUGMO]

cam timing/overlap would have to be a factor Rob, ill try and did up a dyno graph of a mr2 we did, from memory it was making 200ish at 4400 on a 2.0, same turbo but mild 264 cams

 

e85 will transform it, even on that boost (im only running 28psi as Im out of injector)

[Evo-00x]

Yeah something just doesn't look right. These things are supposed to spool up heaps quicker like a GT3076 but provide GT35R type power.

I'll suss out what the cam gears are doing and investigate.

FOUND THE PROBLEM: THE HEADGASKET WAS ACTUALLY LEAKING AIR INTO THE COOLANT FROM THE REASON EXPLAINED ABOVE ON THE DYNO WHEN THE CAT CONVERTER COLLAPSED. 

Edited by EVO-00X, 02 January 2016 - 01:29 AM.

[jack be nimble]

Twist that intake cam around. Twice as effective as moving the exhaust. (Says kiggly)
Very interesting comparo.

Edited by jack of all, 12 November 2013 - 01:35 PM.

[EVL20T]

Intake is already advanced 3 deg

[jack be nimble]

I cant remember the mivec adjustability. Its like 30deg or something. 3deg isnt much.

[EVL20T]

His cam gears only go to 12

[jack be nimble]

It has teeth on the gear too.
I cant wait to have a go at this. Move the cam 30* and test it out.
I dont expect anyone else to try it as I know it seems like a long way. But im going to try it

Edited by jack of all, 13 November 2013 - 12:02 AM.

[Rockabilly]

1 tooth out is 10.58 deg Jack

Cheers

[evo-gsr]

Good shit Rob....bet your stoked. Now get in and drive the thing!

[Evo-00x]

Here's a video of the 329.5kw dyno run @ 28psi.  (yes, 98 octane BP Ultimate pump fuel)

The next run bared 328kw (the dyno printout). 

And the final run which followed is where I have now diagnosed the head has lifted a little and pressurised the cooling system. (UPDATE: THE CAUSE WAS LATER IDENTIFIED AS BLOWING UP THE CATALYTIC CONVERTER INTERNALS ON THE FIRST DYNO RUN. THE INTERNALS OF THE CAT COLLAPSED CAUSING EXHAUST FLOW RESTRICTION. THEREFORE CREATING BACK PRESSURE AND EVENTUALLY THE HEADGASKET LEAK. IF THE HEADGASKET WASNT LEAKING, THE ENGINE WOULD HAVE MADE MORE POWER ON THE DYNO - WHICH IS PRETTY GOOD FOR A 2 LITRE ON 98 PUMP FUEL)

 

All 4 cylinders still have a healthy 190psi in them, but there's a leak somewhere that's instantly pressurising my top radiator hose upon startup and aerating the water in my overflow bottle.

There's no point driving the car and risking damage obviously so its time for a better headgasket and headstud combo.

 

Back when the engine was built in 2006-2007, normal ARP headstuds and a Cometic headgasket was the norm to use for rebuilds.

But now, Im replacing them with a new Power Enterprise grommet style headgasket part# 1001-GM213 and a new set of MAP Performance Ultimate Heavy Duty H11 (A1) 12mm head studs.

 

Hopefully they'll arrive by mid December where I'll try catch another run on the dyno before Xmas, if not early in the new year to have another crack at it and get those cams dialled in properly

 

Edited by EVO-00X, 14 October 2015 - 12:21 PM.

[Matthias]

You must messure the in and ex valvelift in ot. Than you can say how much degree the cams ;-)

[Evo-00x]

Ok... the new Power Enterprise EVO 1-3 Grommet style headgasket arrived today from MAP Performance. Part number 1001-GM213.

I took it out of its wrapping, took a few happy snaps then put it back into its bag to protect the layers from gathering any dust or dirt in between them prior to installation.

 

Ive jotted down a few things about its design that are pretty noteworthy:

 

* Its a 3-layer MLS design = 2 x outer soft crushable layers for the cylinder head and block, and one heavy duty thick centre layer with a fire ring around the bore which is what we want!    When I say heavy, I mean HEAVY! This thing feels like it weighs more than twice the weight of the old Cometic and definitely not as easy to flex.

* Both outer layers are embossed and coated, which obviously will crush to thickness when the head is bolted down. The thing to note there is a narrow strip of the outer layers that separates the bores. Other headgaskets use a thick strip of metal here so Im not sure why this is the case with the PE, but hey, its part of the design that works for them.

* The fire rings are also slightly raised and connected around the centre layer without a visible join. This means that the fire ring was inserted and the edges flawlessly pressed down around it during manufacturing (like the OEM composite headgasket's fire rings). None of the other headgaskets have a proper fire ring around them.

 

There are many similarities and differences between the Power Enterprise, HKS, OEM MLS, Felpro and Cometic stlye headgaskets.

Ive put an image together showing all these different types for those who want to have a look  http://i1175.photobu...on.jpg~original

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[Evo-00x]

... and the A1 MAP Performance H11 headstuds    (DSM 6-bolt block)

 

 

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[Evo-00x]

Picked up the new pre OBD cat converter yesterday. Its a Magnaflow 3" stainless steel unit with 100 CPSI.

There are a heap of cheapo Chinese POS cats out there in the market and you cant trust any of them to have the precious metals inside them that actually do what they are supposed to do and work as an effective catalyst.. Most cheapo cats have no branding or part numbers on them either. For the same price you might as well buy the real deal that's going to actually work and keep the EPA boys happy.

The Magnaflow cats are made in the US and stamped with the part number which gets the thumbs up from the EPA. They are recognised here because in the US it is illegal to sell a cat converter without an identifying marker on them. In fact its a very big fine and they take their cat converters serious over there. The Aussie EPA also look for identifier marks on our cats (unless OEM) otherwise its an instant defect and/or fine. A gutted cat can cost you up to a $10,000 fine too. This is something little known amongst the general Aussie motorist unless you have had to go and get an EPA inspection done. For the sake of making sure I do the right thing for myself and the environment, it was a no brainer choice.  

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[ENGINR]

Ah cats are excess weight and cause too much flow restriction!!!!

[evo-gsr]

How much was that Rob and where did you get it? Looks the goods. 

[Evo-00x]

Jamo, he's a local guy near me who works in the industry and the cheapest you'll find anywhere. I bought from him personally, but he also sells online at Ebay: http://www.ebay.com....4#ht_648wt_1124 . For that price, why bother even looking at the no name knock-offs built in China.

[evo-gsr]

Thanks Rob. That it is a bargain!

[Cranked]

Yeah I've got that exact same cat in my car, but I got mine thru RPW Sydney and they were about the sane from memory. So true what you are saying Rob, just spend the money and do it right first time and you'll have less drama in the long run. Epa sucks though

[Evo-00x]

Here's a look at where the old Cometic failed or probably where the headstuds failed - that's the big question.

The weird thing about this 01/2006 manufactured Cometic headgasket is the fact that the middle layer was a 2 piece design. The inner piece of that layer had 4 rings around each cylinder bore and simply just fell out when the headgasket was removed from the car. You can see the inner part being a separate piece if you look closely at the attached pic. This separated design is pretty piss poor IMO. I believe Cometic changed their design sometime afterwards, but that didn't help me much did it? lol 

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Edited by EVO-00X, 23 December 2013 - 02:33 PM.